Schedule for trains, ticket-rates, and time-tables.



A. D. COWDEN.

SCHEDULE FOR TRAINS, TICKET RATES, AND TIME TABLES.

APPLIUATION TXLED SEPT, 25, 191i. n 1,065 ,591 Patented June 24, m13.

SHBLTS--SBBET l.

RAMEuTo Witnesses r Aim! mex/S A. D. GOWDBN. SCHEDULE FOR TRAINS, TICKET RATES, AND TIME TABLES. APPLICATION FILED SEPT. 25, 1911.

1,065,591 Patented June 24, 1913.

s sums-SHEET 2. Index to Cowden Train Chart of Stockton Division of S.P.R.R.

Nunber apposite name of station shows the Section of chart,

the same lnumber representing number of time table as we11 as sec tion of" Divi'sionlnap.

Aca o 4 F1 oyd 6 Morrano 7 Agat a v6 Forest Lake 4 Muscatel 9 Amsterdam l 5 French Camp 2 Nai rn 1 5 Arena 7 Fresno Chart Need 5 Armbrust 3 Gal t Chart Nevil 6 Armstrong 3 Graham 5 Newman 6 Arno 5 Gu stine 6 Norval 1 5 Arundel 14 Helly 6 Oakdal e Chart Athl one 8 Hel i ama 1 5 Oxal is 6 Atwater 7 Herbert 1 7 Patt erson Banta 1 Herndon 9 1 et ers Chart Berneda Chart Hickman 1 3 Polk l Bord en 9 Holden 1 O Pratton Bri ghton 5 lngomar 6 Raymon Chart Buhach 7 lrrigosa 9 Ri on 7 Burnett 1 2 one Chart Ro inda 6 Cali fa 8 Jamesan 6 Ryer 1 3 Carbondal e 16 arn .'b Sacramento Chart Castle Q Jesbel 17 Salida 7 C eres f Kearney 6 Sierra Vi sta 8 Charl eston 1 0 Kerman 6 stockt on Chart Cicero 16 Keyes 7 Talbot 17 Clarlbel l5 Knowl es 1. 7 Thalheim 12 g1 arksona nthro Chagt Tmba 6 ay a rac Chart Clements l 5 Lhlra 6 7 Iri 12 Cometa l2 Livi ston 7 Tur ook 7 Conley 16 Locke ord 15 r on 4 Cromlr 6 Lodi Chart Va 1 e Springs Chart Crows Landing `6 Los Bonos 6 Verne is 6 Dagen 16 Lyoth 6 Vctor 5 Daul ton 1 7 Madera 9 V01 ta 6 De 1 7 Manteca 7 Wallace 1 5 De h1 7 McConnel 1 5 Wal tha11 1 O Dos Pal os 6 McNear 8 Water ford 1 15 Elk Grov e 5 Mendot e 6 Wav er1 y 1 1 E1 Pinal 3 Merc ed 1 5 Westl ey 6 El Repose 12 M11 ton Chart Wind sor 10 Farmlngton l 2 Minturn 8 Woodbridge Chart Firelyaugh 6 Modesto 7 Yarmouth 6 F1 or 1n 5 Montpell ier 15 Yeru 16 n l@ Z,

M 7a/dell Witnesses Inventor, W

. by Jq/ y f I Attorneys.

A. D. CQWDBN. SCHEDULE FOR Timms, TicKET RATES, AND TIME TABLES.

APPL'GA'LION FILED SEPT.Z5,1911. Patented June 24, 19h

8 SHEETS-SHEET 3.

, lnventoll,

Witnesses Attorneys .v

APPLICATION FILED SEPT. 25. 1911.

Patented June 24, 1913.r

Inventor,

Att-orneys A. D. COWDEN. SCHEDULE EOE TRAINS, TICKET RATES, AND TIME TABLES` APPLICATION FILED SEPT. 25, 1311 1,065,591. I Patented June 24, 19131 8 SHEETSSHEET 5.

Index to Cowden train chart-time table Stockton Division of S. P. R. R. CQ

Acampo 4 R5 L6 52 37 82 121 122 124 157 158 Banta 1 R3 L8 7F 31F 1211? 122 124 13517' 156F Carbondale 16 R21 L6 151 132 315]? 15141? Dagen 16 R26 L1 A11 fhg? Keyes 7 R28 L50 4QF 5OF 87F 1911r 1941i' MercedX 78 A11 stop Ripon 7 R10 L47 7 8 49 50 861' 871` 193 194 Sacramento X End Sec. 5 A11 stop Waterford 13 R50 L10 A11 Shop verge Speed p hour' of al1 trains shown on this chart.

No. 7 32 No. 8 30 No. 1o 31 1 No. 25 45 This table may be used to a proximate time of trains at intermedia e stations klm/7575 Witnesses l inventori by l l m. if. Attorneys A. D. COWDEN.

SCHEDULE PQE TRAINS, TICKET RATES, AND TIME TABLES. APPLICATION FILED SEPT. 25, 1911.

1,065,591 Patented June 24, 1913.

8 SHEETS-SHEET 6.

u. u M w l i7 (y Inventor,

Attorneys.

A. D. COWDEN. SCHEDULE EOE TRAINS, TICKET RATES, AND TIME TABLES.

APPLICATION FILED SEPT. 25, 1911.

Patented June 24, 1913.

Frag/m Inventor Attorneys A. D. COWDBN. SCHEDULE FOR TRAINS, TIOK'ET RATES, AND TIME TABLES. APPLIoAiIol FILED BBM'. 25, 1911.

1,065,591 Patented June 24, 1913.

8 SHEETS-SHEET 8.

msnm Pours lccoimnll t .z5-5 t .ems

`1 rrwy $1.85 muur .5.5-e 1.15-10 2 Lathrop 1.55 3 ASiqwkwn ,L25 4 Lodi 1160 Lingua l .2o-a #Lao-1o 5 aan 1.90 Linon 1.35-1 2.45-10 6 Sacramento 2.70 7 Peters 1.05 8 Ierced .95 Nairn #1.65-'1 Q .20-8 9 Berend. 1.75 Newman 1.15-1 2.7040 10 Fresno 2.60

From Waterford.

Oakdale S .7o-'l 51.25-8 onlin 2.55-1 1.501

Agatha $2.004 51.8540 Paterson 0 .eo-1 83.05-10 Amsterdam 1.65-'1 .5s-a Putten 5.65-1 .2o-1o Banu 5 .20-1 g .z5-2 Ripon .a5-z 31.45-5 .brenda .ao-5 .9o-1o Rolndn 5.5104. .3o-10 enit. i .e5-a #Los-1o Salim 5. .4o2 #m55-acum .zo-2 1.55.8 san .ronquxu .z5-1 .1e-2

Edge.

Dngon 31.05-5 Delhi 1.20-2 .i .eo-s Trigo 5 .2s-'1 SL65-a Turlock 1.00-2 75-8 nk Grove 3 .a5-5 5 .5o-5 ll-Pinn .1o-5 .a5-4 vnley sprins$1.1o4

Vernalis .B5-1 #5.50-10 Farmington i .1s-'1 $1.80@ Ear-gus 1.65-2 .l5-8 Wallace Q .'70-4 vennen .z5-5 i .and austin. 51.25-1 52.55-10 Inverly .z5-v

Helium 5 .Q5-4 Huma 1.10-1 .9o-a hmmm t .2o-1 #5.6540

Yarn .90-5

Ingmar #IAB-1 82.40-10 Iona 1.1o5

Janlsan $5.204 S .'15-10 Inventor 1 Y f Attorneys ALBERT DEL-MER COVJDEN, OF VVATERFORD, CALIFORNIA.

SCHEDULE FOR TRAINS, TICKET-RATES. AND TIME-TABLES.

Specication of Letters Patent.

Patented June 24, 1191.3.

Application filed September 25. 1911. Serial No. 651.248.

i of this invention bein;r the provision of a means whereby a` chart is divided lgeographically into Sequential ordered divisions. each i ot the said divisions havingan identifying] sign. that is either' a number or letter ora combination thereof. a separate index alpha-- betically arranged according to the geographical names upon the chart and provided with signs Such for instance as the above mentioned numbers or letters or the combination thereof to correspond to the sequential signs upon the chart. and a schedule for each ot the divisions. that is. where used at a time schedule for railroading. the departure and arrival. of trains. havingr thereon the names of the geographical places. the number ot the train. and the arriving: and leaving time of the respective trains. the chart. index and the schedule as above .set forth beineT so devised as to cheek one another. whereby the location of a place or train. when either one of the respective members of the method may be located through the assistance of either one of said members. that is, the chart, index and schedule being so arranged as to check one another.

A further object ot' this invention is the provision of a `geographical chart. containingT the railroads or other routes in a certain section of country. and so divided either numerically or alphabetically into sequential order. and combined with an alphar betical index ot the igeographical points upon said chart, so that a party desiring` to gro from one location to another. may locate such place either upon the chart or the index. and through the comparison of both will locate the respective train and number upon a train time schedule. whereby various connections may be accurately made. and at `a glance the proper schedule for the particular trip, may be made instanter.

With the foregoing and other objects in view which will appear as the. description proce ds. the invention,resides in the combinato-n and arrangnment ot' parts' and in the details ot construction hereinafter described and claimed. it being4 understood that changes in the. precise embodiment oi invention herein disclosed may be made within the .scope ot what .is 'laimed withont departing troni the Spirit of the invention,

ln the drawiiie-Fiiriii-e 1 is a inap of the Stockton divieion ot the Southern ina cie Railroad. divided :winding to the present invention. Fig'. Q an index ar ranged to read in conjunction with said inap. Fie'. 3 is a time schedule to be used in connection with the chart or map of Fig. 1 and the index as shown in FiO. 2. Fig. 1V illustrates the time schedule and division order as applied to a chart directly. as sl'iovcn in Figi', l. Fie'. 5 is a fragmentary view ot a portion ot an index used in con* eetion with a modification. Fig. 6 is atiaginentarjv view of a chart to designate the aver-ange speed per hour. of trains to be vithin the index of Fie. 5, Fig'. 7 is a fragmentary View of a table used to approximate the time. et the trains at. intermediate stations and to be used in connection with Figs. 5 and G. Fig. 8 is a similar chart to Fig. 4. demonetmting its nse for ticlret rating. Fie'. 9 is a time table to be used with Fifi. 5l. in connection with Figs. l and Fig. ".0 illustrates a simple method of ticket rating beine; a chart somewhat similar to that Shown in Fig. 8. Fig. l1 is a chart givingr the basing points and an alphabetical list of certain of the stations in the division as illustrated in Fig. 10. and to be used in con* neetion therewith and also with Fig. 1.

ln carrying ont this method.. the chart Shown in Fist. 1. the index as shown in Ff.: and the time schedule as shown in either Figs. 3. 9 or 4 are. emploi-ed to cheek one another and indicate to a certainty the train arriving` and leaving: time. whereby the pa.- tron may locate at a `glance the proper train and connection to carry him to the desired destination. To carry this into ett'ect. the chart` as shown in Fie;v 1 is divided into seventeen divisions. and although the method is herein shown in connection with the. small section of. he country. known as the Stockton division, itis readily understood and appreciated,that this method may be applied to the whole country at large, or to various sections, and if so desired to the various dlvlsions in a section of a railroad, a concrete example being herein given to more particularly set forth the advantages of the present invention. This chart or map as shown in Fig. 1 is divided geographically and has placed thereon `the various stations and connections, names of the paralleling and branch railroad lines as indicated in heavy lines, while in Fig. 2 is shown the alphabetical list of the stations, with the numbers to the right hand side of each .station indicating in which division of the chart in Fig. l, the respective stations may be located.

In Fig. 3 is indicated the trainr schedule giving the train number in the central col umn the arriving time upon the left there` of and the leaving time upon the right thereof, the said schedule having displayed there on the various trains moving in the direction, that is what is known as east and west of the various divisions to correspond to the divisions as shown u'pon the chart in Fig. 1. In order to designate the -difference between the trains going east and the trains going west, the trains going west afreindicated in black ink, while those going east, are indicated in red ink, thus denoting at a glance', and preventing confusion, the direction so that the patron may locate in an instant the train in the desired direction, and thus provide a single schedule for both outgoing and incoming trains and trains going in the opposite directions, and dispensing with the cumbersome schedules as now used, wherein all western trains are located on a single sheet, or sheets, while the eastern trainsare located on an entirely different sheet. j

'Yhere theword Chart 7 appears in Fig. 2, riefetrence is made to the division or termiltirl points on the schedule illustrated in 3,2 while those designated by numerals, te statiens of minor importance.

titiy Fig. 4t, fas illustrated a train schedule as :in pflied directlyto the map or chart as -;h in Fig, 1, using the same train schedllez l shownin Figihbut havingthe triangu- :ir `ines designatiii'fr the points of conneconf; or where the `'patron must change cars .Y (fpnnect for thefdesired point. In this ft rticular instance,l t will benotcd that they .'e at Peters in division 10, Oakdale in dision 12, Lathrop in division 2,and that 'afglance the various desired trainsI may i indicated as will presently appear. It

tl thus be seen that the may@ as shown in 13.1 shows the three routesllrom Tracy, 1o Fresno, the said routes being first Tracy to Fresno without fhe necessity of ptlssing any1 junction points, this particularmente hrtiiig shown aloiriv the lower part of the map; second, 'irasy through Lathrff` v In 32 makes connection for Lathrop over to Stockton, going down to the lower part of the Stockton line to Peters, and .through Oakdale and Merced to Fresno.

In order to give a concrete example of the operation of the present method ot scheduling, should the patron desire or happen to be upon train No. 152, it will be seen by reference to Fig. 3, that this train continues through Oakdale to Merced. arriving ther(l at 1.15 p. ni., connecting with train No. 8, leaving Merced for Fresno at 4.20 p. m. The time schedule (Fig. shovf.L the junction points through which tht` trainsl pass, the time of arrival and departure ot' all trains coming and going inboth directions, and also indicates whet her the patron should change trains, for it is often the case that it is impossible to reach the destination on thtl same train number according to the schedule, and by this method there will be no difficulty' in ascertaining when and where the change is to be made. For example, suppose the patron at Tracy desires to go to Carbondale, which is not shown on the map, the patron simply examines the index of chart Fig. 2, which cites them to section 16 of the map, and `with a compara tive] y small amount of searching it will be located as on the Ione branch, at the upper right hand part of the map, Fig. 1. Thus it will be seen by examining schedule, Fig. 3, that train No` 32 leaves Galt in divisions 4 and at 2.10 p. m., and that train 4232 arrives in Galt from Tracy at`2.10 p. m. making connection for Carbondale, lone division, No. 1G, l `ig..3, and should the patron desire to know the exact time of arrival at Carbondale, which is between Galt and Ione, it is simply necessary to turn to the schedule, section 10, Fig. 9, where it will be seen at a glance that the train arrives at Carbondale at 3.08 p. m. The indication that the train Carbondale shown at the upper lefthand corner of the schedule as shown in Fig. 0, that train 32 is indicated, and as such train 32 above described, arrives in Galt. from Tracy at 2.10 p. ni., and leaves Galt in divisions '1 and 5 at `2.10 p. m.. it is evident that connection is made for Carbondale in the lone division. \Vhcre the method is applied to a great area, it may be necessary to resort to the indexing in the manner that would indicate to the patrons the division number and the number of miles to the right; or left of the connecting end or terminal of the railroad. that is as shown in Figs. 5, 6 and 7 where the index might be employed as tollon's. Yaterford 13 H S0 L 10, which wouid indicanl that -Waterford was located within section 13 a distance of 30 miles reading toward the right and ten miles inside the section reading toward the left. In this connection there would be a numerical list of *he trains shown on each chart giving the average running speed, and also a table to show the time required for the different trains to cover the respective distance the said list being included for an average run` ning time, say 20 to 60 miles per hour, and by this` means, the patrons could ascertain within a very few minutes the arrival time of the train at the desired destination, which may not he placed upon the chart.

v referring to the manner of indexing as shown in Figs. 5 and 8 it is readily seen that by using figures to represent amounts in dollars and cents instead of miles, as in the time table, the ticket fare can be readily ascertained upon the nearest `junction to the right or left as desired. The fare from the station using the chart would be tigured as heretofore described and shown on the chart at each junction point via the various routes to said junction, all that would be necessary to make thisl chart practical for amounts would1 be to add the amount shown 'in the index. lt' can also be handled to advantage by using the map as per Fig. l giving only the junction points and the fare to each said junction being shown on the map near the name of the station. By providing this means of ascertaining the fares the cumbersome books which are now employed and Which are very complicated, could he dispensed with, it being simply necessary to provide a printed chart which could be displayed in a convenient place for the use of the railroad agents or ticket'y agents.

By reference-,to Figs. l() and 3.1, wherein shown a detail system for rate sheets covering the 'Stockton division of the Southern lacitity liailway Co., it can be readily seen that. the system herein outlined will enable a ticket cterk td find the desired rate via any rante, as for ipstance if the agent at liathrop desired to find the rate to Waverly via Mercid and l ters. it is simply necessary for him to refe" to the index in Fig. ll and find ll'iiverl,\'f iv tere it will be $0.93Y indicatels cents is tobe added to the totals at jnneti aeNo. T. in this case itis not neicleaify `to use the basing rate to tl'eters, but onlyv to refer te the map, Fig. l0,

shown that l i i i i i where tfljl ratei; are shown from one junction to the chier. and where it ivill be seen at a glance that the rate from Lathrop to Merced is $.75, and Merced to Peters $1.95, these an'iounts being added together i'ith the adconsisting of a chart divided dition of 25 cents as per the index gives the complete fare to Vaverly via l\[erced and Peters or $3.95. Under the system now in use a number of sheets have to be examined before this rate can be found, and a great amount of time is lost, whereas with the present system it is only a question of a few seconds. By this means it will he seen that the chart or map shown in Fig. 1 can be used in connection with the index of Fig. l1 and the chartl in Fig. l0 and that one will check the other. lt will also be noted that this particular stem may be applied to any oflicial time table of any division of railroad without interfering in any way with the purpose for which it was orginally intended, namely, the running and operation of trains. In this case the time table is merely divided into sections to agree with the map and chart. This may be done by marginal figures giving the various sections the same number as on the chart and map.

lVhat is claimed is:

l. A schedule for the purpose set forth, consisting of a chart divided geographically into sequential ordered divisions, each division having an identifying sign, an index alphabetically arranged according to the geographical names upon the chart and provided with signs identical with the sequential signs upon the chart, and a schedule for cach division bearing the division identifving sign, said chart, checking one another.

2. A schedule for the purpose set forth, geographically into sequential ordered divisions, each division having an identifying sign, an index alphabetiifally arranged according to the geographical naines upon the chart and provided with signs identical with the sequential signs upon the chart, and a sched uli` for each division bearingthe division identifying sign and setting forth the starting and arriving times of trains and the rcspective trains numbers, said chart, index and schedules checking'one another.

ln testimony that l claim the foregoing as my own, l have hereto attixed my signature in the presence of two witnesses.

ALBERT DELM ER (Tt )WDEN Witnesses 'I (l. C. HoasLnY, J. BRADLEY.

index and schedulel 

